Booster motor for locomotives



July 21, 1925. 1,547,155

H. L. INGERSOLL BOOSTER MOTOR FOR LOCOMOTIVES Original Filed Oct. 2, 1917 3 Sheets-Sheet 1 July 21, 1925. 1,547,155

H. L. INGERSOLL BOOSTER MOTOR FOR LOCOMOTIVES Original F'i1ed 0ct. 2, 1917 s Sheets-Sheet 2 wmfi fi l M 1 3 m, a J

Jul 21, 1925.

' H. L. INGERSOLL BOOSTER MOTOR FOR LOCOMOTIVES Original Filed Oct. 2, 1917 S Sheets-Sheet 5 (dim Patented July 21, 1925.

HOWARD L. INGEBSOLL,

PATENT OFFICE.

WHITE PLAINS, NEW YORK.

Boos'rm moron roa rocomo'rrvns.

Original application med October 8, 1917, 8011:! Ho. 194,335. Renewed February 16, 1920, Serial In.

359,201. Patent Ho. 1,875,293, dated April 19, 15, 1920. Serial Il'o. 424,059;

To all whom it may concern:

- Be it known that I, HOWARD L. Intona- SOLL, a citizen of the United States residing at White Plains, in the county of Westchester and State of New York, have invented certain new and useful Im rovements in Booster Motors for Locomotives, of which the following is a specification.

My invention relates to an auxiliary or booster motor for locomotives the function of which is to aid the main driving means of the locomotive in starting and in driving the locomotive at relativel low speeds, for example, when the train is getting under way or is moving up a heavy grade; the present invention being particularly concerned with an apparatus whereby the booster motor may be controlled so as to be put into or out of action as circumstances require.

A primary object of the invention is to provide a new and improved controlling mechanism for a locomotive booster motor, the operating parts of which are mgved by the pressure of steam taken from t e locomotive boiler.

A further object is to provide controlling means for the booster motor which may be either subordinated to the control of the main driving means'of the locomotive, so that the booster motor is put into opera-V tion automatically when the locomotive is started up, and is put out of action when the locomotive is stopped, or which may be operated to control the booster motor independently of the control of the main driving means.

' A further object is to provide a governing device which, when the locomotive attains a certain speed, automatically puts the booster motor out of o ration and makes its controlling mechanism ineffective; the invention contemplating, however, an arrangement whereby the booster motor may be operated. if need be, independently of the govi'rning device.

This application is a division of my copending application filed as Serial No. 194,- 335, October 2. 1917, and renewed as Serial No. 359,201, February 16, 1920, (patented as No. 1,275,293, April 19. 1921).

The invention is illustrated, in a pre- 1921. Divided and this application med November ferred embodiment, in the accompanying drawings in which- Fig. 1 is a side elevation of a locomotive of the Atlantic type furnished with a boosn o ter motor in accordance with my invention.

Fig. 2 is a sectional view of the booster motor and the trailer truck on which it is mounted.

Fig. 3 is a plan view of the motor and truck.

Fi 4 is a detail sectional view illustrating t e connection between the motor frame and the truck frame.

Fig. 5 is a diagram illustrating the controlling apparatus for the booster, and

Fig. 6 1s a sectional view of one of the valves employed in this controlling apparatus.

In the drawings, the numerals 1 designate the main driving wheels of the locomotive, 2 the leader truck and 3 the trailer truck, the latter comprising a frame 4, pivoted at 4* to the main frame of the locomotive, an axle 5 and wheels 6. The frame 7 carryiug the boostermotor cylinders and valve boxes 9 is journaled on axle 5 and flexibly su ported at its rear. end on the truck frame 4 1y means of springs 10. A shaft 11, journa ed on the frame 7, has fixed thereto a gear wheel 12 meshing with a gear wheel 13 onthe truck axle 5. 15 is a clutch operated bya bell crank 16 for clutching gear 13 to axle 5. The bell crank 16 is actuated by a steam cylinder 17. When steam is introduced into the c linder the piston therein is moved to rock liell crank 16 to .a position which clutches gear 13 to axle 5. .-The clutch is released on disappearance of pressure from cylinder 17.

The locomotive boiler is indicated at E. 25 is a dry ipe leading from the boiler to the main cylinders of the locomotive, one of. which. is indicated at D. C is the main throttle valve of the locomotive arranged in dry pipe 25 and operated by a throttle lever A in the cab of the locomotive. 20 is a pipe leading from dry pipe to the booster motor cylinders 8 and 20* a branch pipe from pipe 20 to the clutch cylinder 17. Arranged in the pipe 20 above the junction of branch pipe 20 is a centrifugal governor 19, of any desired type, which is shown as operated by a belt 18 extending around truck axle 5.

.14 is a pipe provided with valve 14', which pipe leads from the up or' end 27 of dry pipe 25 to the cylinder 1 28 is the casing of a three-way valve 29 located in pipe 20 (Fig. 6), valve 29 being operated by a crank 32, link 33 and lever 34, the latter being located in the cab of the locomotive. 26 is a pipe leading from the upper end 27 of dry pipe 25 to valve casin 28. Valve 29 has a through port 30 and abranch rt 31 so that in one position of the valve Ffiill line position, Fig. 6) pipe 26 is in communication with the portion of pipe 20 leading to the governor 19, the other end of pipe 20 being shut oil, while in another (position of the valve, that indicated by the otted line position of crank 32 (Fig. 6), pipe 26 is closed and the ends of'pi 20 put into communication with each'ot or. The reverse lever of the locomotive is indicated at B, 6 indicating the link which extends to the valves of the main cylinders D. 21 is a steam cylinder provided with a piston connected with eccentrics on shaft 11 which control the booster valves in boxes 9. Steam is admitted to one end or the other of cylinder 21 from a pipe 22 leading from pipe 20 in accordance with the position of a ,valve 35 connected by a rod 24 to the reverse lever B. By this arrangement the booster motor is synchronized wit the main driving means of the locomotive to drive the locomotive forwardly when the main driving mechanism is so operated, and to be reversed when the main driving mechanism is reversed.

' Operation: Assuming that the valve 29 is turned at .from the position shown in Fig. 6, that is to say, to the dotted line position of crank 32, in which case pipe 26 will be closed and the ends of ipe 20 put into communication with each 0t or through port 30, steam will flow from the pipe 25 through pipe 20 to the c linders 8 of the booster motor and throug branch pipe 20 to cylinder 17. The booster motor is thus put into operation, the admission of steam to cylinder 17 mo bell crank 16 to clutch ar 13 to the tru axle 5. With valve 29 in this position the booster motor control is subordinated to the control of the main driving means of the locomotive, that is, when steam is shut oif from the main cylinders D by manipulation of throttle lever A, closing throttle C, the driving connection between" the booster and axle 5 is released, through release of clutch 15, and steam is shutofl from the booster cylmders. Conversely, the opening of main throttle C brings about a reestablishment of the driving connection between the booster and truck axle 5 and the admission of steam to the booster cylinders.

By moving valve 291:0 the position indicated by the full lines in Fig. 6, the forward end of pipe 20 is closed and pipe 26 is putinto communication with the portion of pipe 20 lea to the booster motor. Steam now flows to t e clutch cylinder 17 and booster cylinders 8 through pipes 26 and 20, the booster motor being new controllable through manipulation of a lever 34 independentl of the control of the main driving means 0 the locomotive. Valve 29 may be manipulated as the throttle valve of the booster.

With either system of control above outlined, when the locomotive attains a certain speed the governing device 19 will 0 rate to shut ofi steam from clutch cylindlfr 17 and from the booster cylinders so that the booster motor will be put out of operation and its controlling means made ineffective and will so remain during such period as the locomotive continues to move at a speed in excess of the speed at which the governor is set to operate.

In order that, if need be, the booster motor may be operated independently of the governor, in case the governor, for example, should be disabled, steam may be admitted to clutch cylinder 17 through pi 14 and to the booster cylinders 8 throug pipe 20' and 20 by opening valve 14".

I claim:

1. The combination with a locomotive having main driving wheels and means for driving the same, of normally idle wheels carrying part of the weight of the locomo tive, a booster motor adapted to drive said last named wheels in start' and at low speeds of the locomotive, an steam actuated mechanism for controlling the operation of the booster.

2. The combination of a-locomotive havin main driving wheels and means for driving the same, of normally idle wheels carrying a part of the weight of the 1000- motive, a steam operated booster motor adapted to drive said last named wheels in starting and at low speeds of the locomotive, and steam actuated mechanism for effecting a releasable driving connection between said booster motor and said wheels.

3. In combination with the main driving means of a locomotive, a booster motor for aiding said main driving means in starting the locomotive and propelling it at low speeds and a steam actuated mechanism for controlling the operation of the booster.

4. In combination with the main driving means of a locomotive, a booster motor for aiding said main driving means in. starting the locomotive and propelling it at low speeds and a steam actuated mechanism for controlling the operation of the booster comprising a governor which shuts oif steam supply to the motor and to its controlling devices when the locomotive reaches a given speed.

5, In combination with the main driving means of a locomotive, and its controlling devices, a booster motor and a steam actuated mechanism governed b the operation of the controlling devices 0 the main driving means for controllin the booster. v

6. In combination with the main driving means of a locomotive and its controlling devices, of a booster motor, a steam actuated mechanism under control of the controlling devices of the main driving means, for governing the operation of the booster, and an independent controlling member manipulatable by the enginema-n the os'ition of which conditions the control 0 the booster through the controlling devices of the main drivin means.

7. In combination with the main driving means of a locomotive and its controllin devices, a booster motor, steam actuate mechanism for controlling the operation of the booster means adapted to be set to either subordinate the booster control to the control of the main driving means or to allow the booster to be independently governed at the will of the engineman.

8. In combination with the main driving means of a steam ropelled locomotive and its controllin devices, a booster motor and means where y said booster motor may be controlled either through manipulation of the controlling devices of the main driving means or independently thereof.

9. In combination with the main drivin means of a steam propelled locomotive an its controlling devices, a steam actuated booster motor and means whereby said booster motor may be controlled either through manipulation of the controlling devices of the main driving means or independently thereof.

10. In combination with the main drivmg means of a steam propelled locomotive and its controlling devices, a booster motor, means whereby said booster motor may be controlled either through manipulation of the controlling devices of the main driving means or independently thereof, and a governing device which puts the booster out of operation automatically when the locomotive attains a given spee 11. In combination with the main driving means of a steam propelled locomotive and its controlling devices, a booster motor having a releasable driving connection with a normal] idle wheel of a locomotive and means w ereby said driving connection may be established and released and motive power supplied to and cut oil from the booster either through manipulation of the controlling devices of the main driving meansor independently thereof.

12. In combination with the main driving means of a steam propelled locomotive and its controlling devices, a booster motor having a releasable driving connection with a normally idle wheel of the locomotive, means whereby said driving connection may be established and released and motive power su plied to and cut oil from the booster eit er through manipulation of the controlling devices of the main driving means or independentl thereof and a overnin device which e ects the release 0 said driving connection and shuts off motive power from the booster motor when the locomotive attains a given speed.

13. In combination with the main drivin r means of a steam propelled locomotive and its controlling devices, a booster motor having a releasable drivin connection with a normally idle wheel 0 a locomotive and steam actuated means whereby said drivin connection may be established and release and motive power supplied to and out oil from the booster either through manipulation of the controlling devices of the main driving means or independently thereof.

14. In combinatian with the main drivin means of a steam propelled locomotive and its controlling devices a booster motor, means for supplying the same with motive power an means for operatively connectin the booster motor with the locomotive an disconnecting the same therefrom which may be controlled either through 0 ration of said first named means or indfpendently thereof.

15. In combination with the main drivin means of a steam propelled locomotive and its throttle lever, a booster motor, the operation of which is controllable by said throttle lever or independently thereof at the will of the en ine man. i

16. n combination with the main drivin means of a steam propelled locomotive and its throttle lever, a booster motor and means controllable by said throttle lever for opera.- tively connecting the booster motor with and disconnecting the same from the locomotive.

17. In combination with the main driving means of a steam propelled locomotive and its throttle lever, a booster motor, means controllable by said throttle lever when opened and closed for opera-tivel connecting the booster motor with the ocomotive and admitting steam to the booster motor and for disconnecting the booster motor from the locomotive and shutting off steam therefrom and a governing device whereby the booster motor is put out of operation when the locomotive attains a given speed.

18. In combination with the main driving means of a steam propelled locomotive and its throttle lever, a booster motor and means controllable by said throttle lever for operatively connecting the booster motor with and disconnecting the same from the locomotive and a governing device whereby the booster motor is put out of operation when the locomotive attains a given speed.

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19. In combination with the main driving means of a steam propelled locomotive an its throttle lever, a steam actuated booster motor and a steam actuated device controllable by said throttle lever for operatively connecting the booster motor with the locomotive.

20. In combination with the main driving means of a steam propelled locomotive an its throttle lever, a steam actuated booster motor, a steam actuated device controllable by said throttle lever for operatively connecting the booster motor with the locomotive and a governing device which shuts ofl' steam from said steam actuated device when the locomotive attains a iven speed.

21. In combination wit the main driving means of a steam propelled locomotive an its throttle lever, a steam actuated booster motor and a steam actuated device controllable by said throttle lever connecting the booster motor with the locomotive and admitting steam to the booster motor.

22. In combination with the main drivin means of a steam propelled locomotive an its throttle lever, a steam actuated booster motor, a steam actuated device controllable by said throttle lever for operatively connecting the booster motor with the locomotive and admitting steam to the booster motor and a governing device which shuts ofi steam from the steam actuated device and from the booster motor when the locomotive attains a given spee 23. In combination with the main drivin means of a steam propelled locomotive an its controlling devices, a steam actuated booster motor, a steam actuated device for operatively connecting the booster motor with the locomotive and means controllable by said controlling devices for governing the flow of steam to said booster motor an to said steam actuated device.

24. In combination with the main drivin means of a steam propelled locomotive an its controlling devices, a steam actuated booster motor, a steam actuated device for operatively connecting the booster motor with the locomotive and means controllable by said controlling devices or independently thereof for governing the flow of steam to said booster motor and to saidsteam actuated device.

25. In combination with the main driving means of a steam propelled locomotive and its controlling devices, a steam actuated booster'motor, a steam actuated device for operativel connecting the booster motor with the l ocomotive, means controllable by said controlling devices for governing the flow of steam to the booster motor and to said steam actuated device and a governing device for shutting oil steam from the for operatively.

booster motor and said steam actuated device when the locomotive attains a given speed.

26. In combination with the main rivin means of a steam propelled locomotive and its throttle lever and reverse lever, a steam actuated booster motor, the valves of which are controlled by said reverse lever and means controllable by said throttle lever for operatively connecting said booster motor with and disconnecting it from the locomotive.

27. In combination with the main driving means of a locomotive, a booster motor for said locomotive, a governing device for putting the booster motor out of op ration when the locomotive attains a certain speed, and means whereby the booster motor may be controlled independently of said governmg device.

28. In combination with the main driving means of a locomotive, a booster motor for said locomotive, means for controlling the operation of the booster motor, a governing device for putting the booster motor out of operation and making said controlling means inefiective when the locomotive attains a certain speed, and means whereby the booster motor may be controlled independently of the aforesaid controlling means and governing device.

29. In combination with the main driving means of a locomotive, a booster motor for said locomotive having a releasable driving connection with a normally idle axle thereon, controlling means for establishing and releasing said driving connection and admitting and shutting of motive power to the booster, a governing device which makes said controlling means ineffective when the.

locomotive attains a given speed, and means whereby the booster motor may be operated independently of the aforesaid controlling means and governing device.

30. In combination with the main driving means of a locomotive and its controlling device, a booster motor for said locomotive, controlling means for the booster motor which may be set so that the booster is controlled by the controlling devices of the main driving means or so that the booster motor may be controlled independently of the control of the main driving means, a governing device which puts the booster motor out of operation and makes its controlling means inefl'ective when the locomotive attains a certain speed, and means for controlling the booster motor independently of said first named controlling means and said governing device.

31. The method of aiding a locomotive engine in the propulsion of a train, which consists in utilizing the steam supply of the main engine of the locomotive for operating an auxiliary propulsion unit and directly effecting an operative driving connection between said auxiliar propulsion unit and a load bearing axle o the train through the medium of the pressure influence of the steam.

32. In the propulsion of vehicles having primary and auxiliary propulsion mechanisms, the method which consists in automatically entraining the auxiliary mechanism with a load bearing axle and simultaneously rendering said mechanisms effective or ineffective by means of a common motivating a cut ,and in controllin the supply of saic? agent whereby-the auxiliary propulsion mechanism may be operated atmaximnm power output regardless of variations in the power output of the primary propulsion mechanism.

33. The method of controlling the operation of an auxiliary propulsion unit for locomotives .which consists in connecting the power supply of the locomotive to said propulsion unit independently of the steam control means for the locomotive en ine and in utilizing the pressure influence o the steam to entrain the auxiliary unit with an axle and controlling the supply of steam from the locomotive boiler to the main engine and to said auxiliary propulsion unit solely throu h the medium of the locomotive thrott e valve and likewise independently of other steam controlling devices for the locomotive.

34. In combination with an auxiliary propulsion unitfor locomotives and entraining mechanism therefor, means controlled and operated solely by the pressure influence of steam from the locomotive for efi'ecting entrainment of said mechanism with an axle to be driven thereby.

35. In combination with a steam locomotive, its main driving means and controlling devices therefor, an auxiliary propulsion unit for aiding the main driving means in propelling the locomotive and normally disconnected from an axle to be driven thereby, and means automatically actuated solely by steam pressure upon opening the usual locomotive throttle valve to effectively entralin the auxiliary propulsion unit with said ax e.

36. In combination with the main driving means of a steam propelled locomotive, an auxiliary propulsion unit normally disentrained from an axle to be positively driven thereby, steam supply connections between said propulsion unit and the locomotive and means operable indc )endently of the steam controlling devices or the main. engine of the locomotive governing 'the supply of steam to said propulsionu'n'it, said propulsion unit including means initially actuated under the pressure influence of the steam to effect the entrainment of said propulsion unit with the axle to be driven thereby.

In testimony whereof, I have hereunto signed my name.

HOWARD L. IN GERSOLL.

effecting an operative driving connection between said auxiliar propulsion unit and a load bearing axle 0 the train through the medium of the pressure influence of the steam.

32. In the propulsion of vehicles having primary and auxiliary propulsion mechanisms, the method which consists in automatically entraining the auxiliary mechanism with a load bearing axle and simultaneously rendering said mechanisms effective or ineffective by means of a common motivating agent and in controlling the supply of said agent whereby the auxiliary propulsion mechanism may be operated at maximum power output regardless of variations in the power output of the primary propulsion mechanism.

The method of controlling the operation of an auxiliary propulsion unit for locomotives which consists in connecting the power supply of the locomotive to said propulsion unit independently of the steam control means for the locomotive engine and in utilizing the pressure influence of the steam to entrain the auxiliary unit with an axle and controlling the supply of steam from the locomotive boiler to the main engine and to said auxiliary propulsion unit solely through the medium of the locomotive throttle valve and likewise independently of other steam controlling devices for the locomotive.

34. In combination with an'auxiliary propulsion unit for locomotives and entraining mechanism therefor, means controlled and operated solely by the pressure influence of steam from the locomotive for effecting en trainment of said mechanism with an axle to be driven thereby.

35. In combination with a. steam locomotive, its main driving means and controlling devices therefor, an auxiliary propulsion unit for aiding the main driving means in propelling the locomotive and normally disconnected from an axle to be driven thereby, and means automatically actuated solely by steam pressure upon opening the usual locomotive throttle valve to effectively entralin the auxiliary propulsion unit with said ax e.

36. In combination with the main driving means of a steam propelled locomotive, an auxiliary propulsion unit normally disentrained from an axle to be positively driven thereby, steam supply connections between said propulsion unit and the locomotive and means operable independently of the steam controlling devices for the main engine of the locomotive governing the supply of steam to said propulsion unit, said propulsion unit including meansinitially actuated under the pressure influence of the steam to effect the entrainment of said propulsion unit with the axle to be driven thereby.

In testimony whereof, I have hereunto signed my name.

HOWARD L. INGERSOLL.

DISCLAIMER. 1. 547, 1 55.-H award L. Ingersoll, White Plains. N. Y. Boos'mn Mo'ron ron Looo- Mo'rrvns. Patent dated July 21, 1925. Disclaimer filed August 29, 1928, by

the patentee and assignecs (not recorded), LocomotiveBooster Company and Franklin Rail way Supply Oompan/y.

part of the claims in said specification which Hereby enter this disclaimer to that are in the following words, to wit:

1. The combination with a locomotive having main driving wheels and means for driving the same, of normally idle wheels carrying part of the weight of the locomotive, a booster motor adapted to drive said last named wheels in starting and at low speeds of the locomotive, and steam actuated mechanism for controlling the operation of the booster.

3. In combination with the main, driving means of a locomotive, a booster motor for aiding said main driving means in starting the locomotive and propelli it at low speeds and a steam actuated mechanism for controlling the operation 21% the booster. as not patentable in view of the disclosure and claims in said atentees prior Patent No. 1,339,395; and to that part of the claims in said specification which are in the following words, to wit: i

31. The method of aiding a locomotive engine in the propulsion of agtrain which consists in utilizing the steam supply of t e main engine of the locomotive for operating an auxiliary propulsion unit and directly effecting an operative driving connection between said auxiliary propulsion unit and a load bearing axle of the train through the medium of the pressure influence of the steam. as covering a method which is nothing more than the statement of a result which may be accomplished by steam actuation of the mechanical devices which are disclosed as being capable of erforming it. 7

[Ofimlal Gazette Septem or 25, 1928.]

DISCLAIMER.

1,547,155.-Howard L. Ingersoll, White Plains, N. Y. Boos'mn Moron roa Loco- MQTIVES. Patent dated July 21, 1925. Disclaimer filed August 29, 1928, by

the patentee and assignees (not recorded), Locomotive Booster Company and Franklin Railway Supply Company.

Hereby enter this disclaimer to that part of the claims in said specification which are in the following words, to wit:

1. Thecombination with a locomotive having main driving wheels and means for driving the same, of normally idle wheels carrying part of the weight of the locomotive, a booster motor adapted to drive said last named wheels in starting and at low speeds of the locomotive, and steam actuated mechanism for controlling the operation of the booster.

3. In combination with the main driving means of a locomotive, a booster motor for aiding said main driving means in starting the locomotive and propelli it at low speeds and a steam actuated mechanism for controlling the operation 5 the booster. as not patentable in view of the disclosure and claims in said atentees prior Patent No. 1,339,395; and to that part of the claims in said specification which are in the following words, to wit:

31. The method of aiding a locomotive en ine in the propulsion of atrain which consists in utiiizing the steam suppl of t e main engine of the locomotive for operating an auxiliary propulsion unit and directly effecting an operative driving connection between said auxiliary propulsion unit and a load bearing axle of the train through the medium of the pressure influence of the steam. as covering a method which is nothing more than the statement of a result which may be accomplished by steam actuation of the mechanical devices which are disclosed as being capable of erforming it.

[Oflloial Gazette Septem ger 25, 1928.] 

